Blended wing body aircraft with a fuel cell and method of use

ABSTRACT

Certain aspects relate to a blended wing body aircraft with a fuel cell and methods of use. An exemplary aircraft includes a blended wing body, at least a propulsor mechanically affixed to the aircraft and configured to propel the aircraft, at least a first fuel store configured to store a first fuel, and at least a fuel cell configured to combine the first fuel with oxygen to produce electricity.

FIELD OF THE INVENTION

The present invention generally relates to the field of aircraft. Inparticular, the present invention is directed to a blended wing bodyaircraft with a fuel cell and method of use.

BACKGROUND

Human flight is a large contributor of greenhouse gases, the effects ofwhich are compounded by their release high in the atmosphere. However,non-greenhouse gas generating energy storage methods are less energydense, according to one or both of volumetric energy density and weightenergy density. Presently, current aircraft designs are tightlyconstrained in both storage volume and weight.

SUMMARY OF THE DISCLOSURE

In an aspect a blended wing body aircraft with a fuel cell includes ablended wing body, at least a first fuel store located within atransitional portion of the blended wing body and configured to store afirst fuel, at least a fuel cell configured to combine the first fuelwith oxygen to produce electricity, at least a second fuel store locatedwithin a wing portion of the blended wing body and configured to store asecond fuel, and at least a propulsor mechanically affixed to theaircraft and configured to propel the blended wing body aircraft.

In another aspect a method of use of a blended wing body aircraft with afuel cell includes storing a first fuel, using at least a first fuelstore located within a transitional portion of a blended wing body ofthe blended wing body aircraft, combining the first fuel with oxygen toproduce electricity, using at least a fuel cell, storing a second fuel,using at least a second fuel store located within a wing portion of theblended wing body, and propelling the aircraft, using at least apropulsor mechanically affixed to the blended wing body aircraft.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a schematic illustration of an exemplary blended wing bodyaircraft with a fuel cell;

FIG. 2 is a diagram of an exemplary blended wing body aircraft with afuel cell;

FIG. 3 is a flow diagram illustrating an exemplary method of use of anexemplary blended wing body aircraft; and

FIG. 4 is a block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed tosystems and methods for using a fuel cell within a blended wing bodyaircraft (i.e., blended wing aircraft). In an embodiment, a blended wingaircraft allows for an increase in volumetric storage space allowing ofuse of liquid hydrogen fuel, which has less energy per unit volume thanconventional aircraft fuel.

Aspects of the present disclosure can be used to power aircraftpropulsors using a fuel cell. Aspects of the present disclosure can alsobe used to power an auxiliary power system using a fuel cell.

Aspects of the present disclosure allow for use of non-greenhouse gasemitting fuels to power human flight. Exemplary embodiments illustratingaspects of the present disclosure are described below in the context ofseveral specific examples.

In the following description, for the purposes of explanation, numerousspecific details are set forth in order to provide a thoroughunderstanding of the present invention. For purposes of descriptionherein, relating terms, including “upper”, “lower”, “left”, “rear”,“right”, “front”, “vertical”, “horizontal”, and derivatives thereofrelate to embodiments oriented as shown for exemplary purposes in FIG. 1. Furthermore, there is no intention to be bound by any expressed orimplied theory presented in this disclosure.

Referring to FIG. 1 , an exemplary aircraft 100 is illustrated. Aircraft100 may include a blended wing body 104. For the purposes of thisdisclosure, a “blended wing body aircraft” is an aircraft having ablended wing body. As used in this disclosure, A “blended wing body”(BWB), also known as a “blended body” or a “hybrid wing body” (HWB), isa fixed-wing aircraft body having no clear demarcation between wings anda main body of the aircraft at a leading edge of the wings. For example,a BWB 104 aircraft may have distinct wing and body structures, which aresmoothly blended together with no clear dividing line or boundaryfeature between wing and fuselage. This contrasts with a flying wing,which has no distinct fuselage, and a lifting body, which has nodistinct wings. A BWB 104 design may or may not be tailless. Onepotential advantage of a BWB 104 may be to reduce wetted area and anyaccompanying drag associated with a conventional wing-body junction. Insome cases, a BWB 104 may also have a wide airfoil-shaped body, allowingentire aircraft to generate lift and thereby facilitate reduction insize and/or drag of wings. In some cases, a BWB 104 may be understood asa hybrid shape that resembles a flying wing, but also incorporatesfeatures from conventional aircraft. In some cases, this combination mayoffer several advantages over conventional tube-and-wing airframes. Insome cases, a BWB airframe 104 may help to increase fuel economy andcreate larger payload (cargo or passenger) volumes within the BWB. BWB104 may allow for advantageous interior designs. For instance, cargo canbe loaded and/or passengers can board from the front or rear of theaircraft. A cargo or passenger area may be distributed across arelatively wide (when compared to conventional tube-wing aircraft)fuselage, providing a large usable volume. In some embodiments,passengers seated within an interior of aircraft, real-time video atevery seat can take place of window seats.

With continued reference to FIG. 1 , BWB 104 of aircraft 100 may includea nose portion. A “nose portion,” for the purposes of this disclosure,refers to any portion of aircraft 100 forward of the aircraft's fuselage116. Nose portion may comprise a cockpit (for manned aircraft), canopy,aerodynamic fairings, windshield, and/or any structural elementsrequired to support mechanical loads. Nose portion may also includepilot seats, control interfaces, gages, displays, inceptor sticks,throttle controls, collective pitch controls, and/or communicationequipment, to name a few. Nose portion may comprise a swing noseconfiguration. A swing nose may be characterized by an ability of thenose to move, manually or automatedly, into a differing orientation thanits flight orientation to provide an opening for loading a payload intoaircraft fuselage from the front of the aircraft. Nose portion may beconfigured to open in a plurality of orientations and directions.

With continued reference to FIG. 1 , BWB 104 may include at least astructural component of aircraft 100. Structural components may providephysical stability during an entirety of an aircraft's 100 flightenvelope, while on ground, and during normal operation Structuralcomponents may comprise struts, beams, formers, stringers, longerons,interstitials, ribs, structural skin, doublers, straps, spars, orpanels, to name a few. Structural components may also comprise pillars.In some cases, for the purpose of aircraft cockpits comprisingwindows/windshields, pillars may include vertical or near verticalsupports around a window configured to provide extra stability aroundweak points in a vehicle's structure, such as an opening where a windowis installed. Where multiple pillars are disposed in an aircraft's 100structure, they may be so named A, B, C, and so on named from nose totail. Pillars, like any structural element, may be disposed a distanceaway from each other, along an exterior of aircraft 100 and BWB 104.Depending on manufacturing method of BWB 104, pillars may be integral toframe and skin, comprised entirely of internal framing, oralternatively, may be only integral to structural skin elements.Structural skin will be discussed in greater detail below.

With continued reference to FIG. 1 , BWB 104 may include a plurality ofmaterials, alone or in combination, in its construction. At least a BWB104, in an illustrative embodiment may include a welded steel tube framefurther configured to form a general shape of a nose corresponding to anarrangement of steel tubes. Steel may include any of a plurality ofalloyed metals, including but not limited to, a varying amount ofmanganese, nickel, copper, molybdenum, silicon, and/or aluminum, to namea few. Welded steel tubes may be covered in any of a plurality ofmaterials suitable for aircraft skin. Some of these may include carbonfiber, fiberglass panels, cloth-like materials, aluminum sheeting, orthe like. BWB 104 may comprise aluminum tubing mechanically coupled invarious and orientations. Mechanical fastening of aluminum members(whether pure aluminum or alloys) may comprise temporary or permanentmechanical fasteners appreciable by one of ordinary skill in the artincluding, but not limited to, screws, nuts and bolts, anchors, clips,welding, brazing, crimping, nails, blind rivets, pull-through rivets,pins, dowels, snap-fits, clamps, and the like. BWB 104 may additionallyor alternatively use wood or another suitably strong yet light materialfor an internal structure.

With continued reference to FIG. 1 , aircraft 100 may include monocoqueor semi-monocoque construction. BWB 104 may include carbon fiber. Carbonfiber may include carbon fiber reinforced polymer, carbon fiberreinforced plastic, or carbon fiber reinforced thermoplastic (e.g.,CFRP, CRP, CFRTP, carbon composite, or just carbon, depending onindustry). “Carbon fiber,” as used in this disclosure, is a compositematerial including a polymer reinforced with carbon. In general, carbonfiber composites consist of two parts, a matrix and a reinforcement. Incarbon fiber reinforced plastic, the carbon fiber constitutes thereinforcement, which provides strength. The matrix can include a polymerresin, such as epoxy, to bind reinforcements together. Suchreinforcement achieves an increase in CFRP's strength and rigidity,measured by stress and elastic modulus, respectively. In embodiments,carbon fibers themselves can each comprise a diameter between 5-10micrometers and include a high percentage (i.e. above 85%) of carbonatoms. A person of ordinary skill in the art will appreciate that theadvantages of carbon fibers include high stiffness, high tensilestrength, low weight, high chemical resistance, high temperaturetolerance, and low thermal expansion. According to embodiments, carbonfibers may be combined with other materials to form a composite, whenpermeated with plastic resin and baked, carbon fiber reinforced polymerbecomes extremely rigid. Rigidity may be considered analogous tostiffness which may be measured using Young's Modulus. Rigidity may bedefined as a force necessary to bend and/or flex a material and/orstructure to a given degree. For example, ceramics have high rigidity,which can be visualized by shattering before bending. In embodiments,carbon fibers may additionally, or alternatively, be composited withother materials like graphite to form reinforced carbon-carboncomposites, which include high heat tolerances over 2000° C. A person ofskill in the art will further appreciate that aerospace applications mayrequire high-strength, low-weight, high heat resistance materials in aplurality of roles, such as without limitation fuselages, fairings,control surfaces, and structures, among others.

With continued reference to FIG. 1 , BWB 104 may include at least afuselage. A “fuselage,” for the purposes of this disclosure, refers to amain body of an aircraft 100, or in other words, an entirety of theaircraft 100 except for nose, wings, empennage, nacelles, and controlsurfaces. In some cases, fuselage may contain an aircraft's payload. Atleast a fuselage may comprise structural components that physicallysupport a shape and structure of an aircraft 100. Structural componentsmay take a plurality of forms, alone or in combination with other types.Structural components vary depending on construction type of aircraft100 and specifically, fuselage. A fuselage 112 may include a trussstructure. A truss structure may be used with a lightweight aircraft. Atruss structure may include welded steel tube trusses. A “truss,” asused in this disclosure, is an assembly of beams that create a rigidstructure, for example without limitation including combinations oftriangles to create three-dimensional shapes. A truss structure mayinclude wood construction in place of steel tubes, or a combinationthereof. In some embodiments, structural components can comprise steeltubes and/or wood beams. An aircraft skin may be layered over a bodyshape constructed by trusses. Aircraft skin may comprise a plurality ofmaterials such as plywood sheets, aluminum, fiberglass, and/or carbonfiber.

With continued reference to FIG. 1 , in embodiments, at least a fuselagemay comprise geodesic construction. Geodesic structural elements mayinclude stringers wound about formers (which may be alternatively calledstation frames) in opposing spiral directions. A “stringer,” for thepurposes of this disclosure is a general structural element thatincludes a long, thin, and rigid strip of metal or wood that ismechanically coupled to and spans the distance from, station frame tostation frame to create an internal skeleton on which to mechanicallycouple aircraft skin. A former (or station frame) can include a rigidstructural element that is disposed along a length of an interior of afuselage orthogonal to a longitudinal (nose to tail) axis of aircraft100. In some cases, a former forms a general shape of at least afuselage. A former may include differing cross-sectional shapes atdiffering locations along a fuselage, as the former is a structuralcomponent that informs an overall shape of the fuselage. In embodiments,aircraft skin can be anchored to formers and strings such that an outermold line of volume encapsulated by the formers and stringers comprisesa same shape as aircraft 100 when installed. In other words, former(s)may form a fuselage's ribs, and stringers may form interstitials betweenthe ribs. A spiral orientation of stringers about formers may provideuniform robustness at any point on an aircraft fuselage such that if aportion sustains damage, another portion may remain largely unaffected.Aircraft skin may be mechanically coupled to underlying stringers andformers and may interact with a fluid, such as air, to generate lift andperform maneuvers.

With continued reference to FIG. 1 , according to some embodiments, afuselage can comprise monocoque construction. Monocoque construction caninclude a primary structure that forms a shell (or skin in an aircraft'scase) and supports physical loads. Monocoque fuselages are fuselages inwhich the aircraft skin or shell may also include a primary structure.In monocoque construction aircraft skin would support tensile andcompressive loads within itself and true monocoque aircraft can befurther characterized by an absence of internal structural elements.Aircraft skin in this construction method may be rigid and can sustainits shape with substantially no structural assistance form underlyingskeleton-like elements. Monocoque fuselage may include aircraft skinmade from plywood layered in varying grain directions, epoxy-impregnatedfiberglass, carbon fiber, or any combination thereof.

With continued reference to FIG. 1 , according to some embodiments, afuselage may include a semi-monocoque construction. Semi-monocoqueconstruction, as used in this disclosure, is used interchangeably withpartially monocoque construction, discussed above. In semi-monocoqueconstruction, a fuselage may derive some structural support fromstressed aircraft skin and some structural support from underlying framestructure made of structural components. Formers or station frames canbe seen running transverse to a long axis of fuselage with circularcutouts which may be used in real-world manufacturing for weight savingsand for routing of electrical harnesses and other modern on-boardsystems. In a semi-monocoque construction, stringers may be thin, longstrips of material that run parallel to a fuselage's long axis.Stringers can be mechanically coupled to formers permanently, such aswith rivets. Aircraft skin can be mechanically coupled to stringers andformers permanently, such as by rivets as well. A person of ordinaryskill in the art will appreciate that there are numerous methods formechanical fastening of the aforementioned components like screws,nails, dowels, pins, anchors, adhesives like glue or epoxy, or bolts andnuts, to name a few. According to some embodiments, a subset ofsemi-monocoque construction may be unibody construction. Unibody, whichis short for “unitized body” or alternatively “unitary construction”,vehicles are characterized by a construction in which body, floor plan,and chassis form a single structure, for example an automobile. In theaircraft world, a unibody may include internal structural elements, likeformers and stringers, constructed in one piece, integral to an aircraftskin. In some cases, stringers and formers may account for a bulk of anyaircraft structure (excluding monocoque construction). Stringers andformers can be arranged in a plurality of orientations depending onaircraft operation and materials. Stringers may be arranged to carryaxial (tensile or compressive), shear, bending or torsion forcesthroughout their overall structure. Due to their coupling to aircraftskin, aerodynamic forces exerted on aircraft skin may be transferred tostringers. Location of said stringers greatly informs type of forces andloads applied to each and every stringer, all of which may be accountedfor through design processes including, material selection,cross-sectional area, and mechanical coupling methods of each member.Similar methods may be performed for former assessment and design. Ingeneral, formers may be significantly larger in cross-sectional area andthickness, depending on location, than stringers. Both stringers andformers may comprise aluminum, aluminum alloys, graphite epoxycomposite, steel alloys, titanium, or an undisclosed material alone orin combination.

With continued reference to FIG. 1 , stressed skin, when used insemi-monocoque construction, may bear partial, yet significant, load. Inother words, an internal structure, whether it be a frame of weldedtubes, formers and stringers, or some combination, is not sufficientlystrong enough by design to bear all loads. The concept of stressed skinis applied in monocoque and semi-monocoque construction methods of atleast a fuselage and/or BWB 104. In some cases, monocoque may beconsidered to include substantially only structural skin, and in thatsense, aircraft skin undergoes stress by applied aerodynamic fluidsimparted by fluid. Stress as used in continuum mechanics can bedescribed in pound-force per square inch (lbf/in²) or Pascals (Pa). Insemi-monocoque construction stressed skin bears part of aerodynamicloads and additionally imparts force on an underlying structure ofstringers and formers.

With continued reference to FIG. 1 , a fuselage may include an interiorcavity. An interior cavity may include a volumetric space configurableto house passenger seats and/or cargo. An interior cavity may beconfigured to include receptacles for fuel tanks, batteries, fuel cells,or other energy sources as described herein. In some cases, a post maybe supporting a floor (i.e., deck), or in other words a surface on whicha passenger, operator, passenger, payload, or other object would rest ondue to gravity when within an aircraft 100 is in its level flightorientation or sitting on ground. A post may act similarly to stringerin that it is configured to support axial loads in compression due to aload being applied parallel to its axis due to, for example, a heavyobject being placed on a floor of aircraft 100. A beam may be disposedin or on any portion a fuselage that requires additional bracing,specifically when disposed transverse to another structural element,like a post, that would benefit from support in that direction, opposingapplied force. A beam may be disposed in a plurality of locations andorientations within a fuselage as necessitated by operational andconstructional requirements.

With continued reference to FIG. 1 , aircraft 100 may include at least aflight component 108. A flight component 108 may be consistent with anydescription of a flight component described in this disclosure, such aswithout limitation propulsors, control surfaces, rotors, paddle wheels,engines, propellers, wings, winglets, or the like. For the purposes ofthis disclosure, at least a “flight component” is at least one elementof an aircraft 100 configured to manipulate a fluid medium such as airto propel, control, or maneuver an aircraft. In nonlimiting examples, atleast a flight component may include a rotor mechanically connected to arotor shaft of an electric motor further mechanically affixed to atleast a portion of aircraft 100. In some embodiments, at least a flightcomponent 108 may include a propulsor, for example a rotor attached toan electric motor configured to produce shaft torque and in turn, createthrust. As used in this disclosure, an “electric motor” is an electricalmachine that converts electric energy into mechanical work.

With continued reference to FIG. 1 , for the purposes of thisdisclosure, “torque”, is a twisting force that tends to cause rotation.Torque may be considered an effort and a rotational analogue to linearforce. A magnitude of torque of a rigid body may depend on threequantities: a force applied, a lever arm vector connecting a point aboutwhich the torque is being measured to a point of force application, andan angle between the force and the lever arm vector. A force appliedperpendicularly to a lever multiplied by its distance from the lever'sfulcrum (the length of the lever arm) is its torque. A force of threenewtons applied two meters from the fulcrum, for example, exerts thesame torque as a force of one newton applied six meters from thefulcrum. In some cases, direction of a torque can be determined by usinga right-hand grip rule which states: if fingers of right hand are curledfrom a direction of lever arm to direction of force, then thumb pointsin a direction of the torque. One of ordinary skill in the art wouldappreciate that torque may be represented as a vector, consistent withthis disclosure, and therefore may include a magnitude and a direction.“Torque” and “moment” are used interchangeably within this disclosure.Any torque command or signal within this disclosure may include at leastthe steady state torque to achieve the torque output to at least apropulsor.

With continued reference to FIG. 1 , at least a flight component may beone or more devices configured to affect aircraft's 100 attitude.“Attitude”, for the purposes of this disclosure, is the relativeorientation of a body, in this case aircraft 100, as compared to earth'ssurface or any other reference point and/or coordinate system. In somecases, attitude may be displayed to pilots, personnel, remote users, orone or more computing devices in an attitude indicator, such as withoutlimitation a visual representation of a horizon and its relativeorientation to aircraft 100. A plurality of attitude datums may indicateone or more measurements relative to an aircraft's pitch, roll, yaw, orthrottle compared to a relative starting point. One or more sensors maymeasure or detect an aircraft's 100 attitude and establish one or moreattitude datums. An “attitude datum”, for the purposes of thisdisclosure, refers to at least an element of data identifying anattitude of an aircraft 100.

With continued reference to FIG. 1 , in some cases, aircraft 100 mayinclude at least a pilot control. As used in this disclosure, a “pilotcontrol,” is an interface device that allows an operator, human ormachine, to control a flight component of an aircraft. Pilot control maybe communicatively connected to any other component presented inaircraft 100, the communicative connection may include redundantconnections configured to safeguard against single-point failure. Insome cases, a plurality of attitude datums may indicate a pilot'sinstruction to change heading and/or trim of an aircraft 100. Pilotinput may indicate a pilot's instruction to change an aircraft's pitch,roll, yaw, throttle, and/or any combination thereof. Aircraft trajectorymay be manipulated by one or more control surfaces and propulsorsworking alone or in tandem consistent with the entirety of thisdisclosure. “Pitch”, for the purposes of this disclosure refers to anaircraft's angle of attack, that is a difference between a planeincluding at least a portion of both wings of the aircraft running noseto tail and a horizontal flight trajectory. For example, an aircraft maypitch “up” when its nose is angled upward compared to horizontal flight,as in a climb maneuver. In another example, an aircraft may pitch“down”, when its nose is angled downward compared to horizontal flight,like in a dive maneuver. In some cases, angle of attack may not be usedas an input, for instance pilot input, to any system disclosed herein;in such circumstances proxies may be used such as pilot controls, remotecontrols, or sensor levels, such as true airspeed sensors, pitot tubes,pneumatic/hydraulic sensors, and the like. “Roll” for the purposes ofthis disclosure, refers to an aircraft's position about its longitudinalaxis, that is to say that when an aircraft rotates about its axis fromits tail to its nose, and one side rolls upward, as in a bankingmaneuver. “Yaw”, for the purposes of this disclosure, refers to anaircraft's turn angle, when an aircraft rotates about an imaginaryvertical axis intersecting center of earth and aircraft 100. “Throttle”,for the purposes of this disclosure, refers to an aircraft outputting anamount of thrust from a propulsor. In context of a pilot input, throttlemay refer to a pilot's input to increase or decrease thrust produced byat least a propulsor. Flight components 108 may receive and/or transmitsignals, for example an aircraft command signal. Aircraft command signalmay include any signal described in this disclosure, such as withoutlimitation electrical signal, optical signal, pneumatic signal,hydraulic signal, and/or mechanical signal. In some cases, an aircraftcommand may be a function of a signal from a pilot control. In somecases, an aircraft command may include or be determined as a function ofa pilot command. For example, aircraft commands may be determined as afunction of a mechanical movement of a throttle. Signals may includeanalog signals, digital signals, periodic or aperiodic signal, stepsignals, unit impulse signal, unit ramp signal, unit parabolic signal,signum function, exponential signal, rectangular signal, triangularsignal, sinusoidal signal, sinc function, or pulse width modulatedsignal. Pilot control may include circuitry, computing devices,electronic components or a combination thereof that translates pilotinput into a signal configured to be transmitted to another electroniccomponent. In some cases, a plurality of attitude commands may bedetermined as a function of an input to a pilot control. A plurality ofattitude commands may include a total attitude command datum, such as acombination of attitude adjustments represented by one or a certainnumber of combinatorial datums. A plurality of attitude commands mayinclude individual attitude datums representing total or relative changein attitude measurements relative to pitch, roll, yaw, and throttle.

With continued reference to FIG. 1 , in some embodiments, pilot controlmay include at least a sensor. As used in this disclosure, a “sensor” isa device that detects a phenomenon. In some cases, a sensor may detect aphenomenon and transmit a signal that is representative of thephenomenon. At least a sensor may include, torque sensor, gyroscope,accelerometer, magnetometer, inertial measurement unit (IMU), pressuresensor, force sensor, proximity sensor, displacement sensor, vibrationsensor, among others. At least a sensor may include a sensor suite whichmay include a plurality of sensors that may detect similar or uniquephenomena. For example, in a non-limiting embodiment, sensor suite mayinclude a plurality of accelerometers, a mixture of accelerometers andgyroscopes, or a mixture of an accelerometer, gyroscope, and torquesensor. For the purposes of the disclosure, a “torque datum” is one ormore elements of data representing one or more parameters detailingpower output by one or more propulsors, flight components, or otherelements of an electric aircraft. A torque datum may indicate the torqueoutput of at least a flight component 108. At least a flight componentmay include any propulsor as described herein. In embodiment, at least aflight component 10S may include an electric motor, a propeller, a jetengine, a paddle wheel, a rotor, turbine, or any other mechanismconfigured to manipulate a fluid medium to propel an aircraft asdescribed herein. an embodiment of at least a sensor may include or beincluded in, a sensor suite. The herein disclosed system and method maycomprise a plurality of sensors in the form of individual sensors or asensor suite working in tandem or individually. A sensor suite mayinclude a plurality of independent sensors, as described herein, whereany number of the described sensors may be used to detect any number ofphysical or electrical quantities associated with an aircraft powersystem or an electrical energy storage system. Independent sensors mayinclude separate sensors measuring physical or electrical quantitiesthat may be powered by and/or in communication with circuitsindependently, where each may signal sensor output to a control circuitsuch as a user graphical interface. In a non-limiting example, there maybe four independent sensors housed in and/or on battery pack measuringtemperature, electrical characteristic such as voltage, amperage,resistance, or impedance, or any other parameters and/or quantities asdescribed in this disclosure. In an embodiment, use of a plurality ofindependent sensors may result in redundancy configured to employ morethan one sensor that measures the same phenomenon, those sensors beingof the same type, a combination of, or another type of sensor notdisclosed, so that in the event one sensor fails, the ability of abattery management system and/or user to detect phenomenon is maintainedand in a non-limiting example, a user alter aircraft usage pursuant tosensor readings.

With continued reference to FIG. 1 , at least a sensor may include amoisture sensor. “Moisture”, as used in this disclosure, is the presenceof water, this may include vaporized water in air, condensation on thesurfaces of objects, or concentrations of liquid water. Moisture mayinclude humidity. “Humidity”, as used in this disclosure, is theproperty of a gaseous medium (almost always air) to hold water in theform of vapor. An amount of water vapor contained within a parcel of aircan vary significantly. Water vapor is generally invisible to the humaneye and may be damaging to electrical components. There are threeprimary measurements of humidity, absolute, relative, specific humidity.“Absolute humidity,” for the purposes of this disclosure, describes thewater content of air and is expressed in either grams per cubic metersor grams per kilogram. “Relative humidity”, for the purposes of thisdisclosure, is expressed as a percentage, indicating a present stat ofabsolute humidity relative to a maximum humidity given the sametemperature. “Specific humidity”, for the purposes of this disclosure,is the ratio of water vapor mass to total moist air parcel mass, whereparcel is a given portion of a gaseous medium. A moisture sensor may bepsychrometer. A moisture sensor may be a hygrometer. A moisture sensormay be configured to act as or include a humidistat. A “humidistat”, forthe purposes of this disclosure, is a humidity-triggered switch, oftenused to control another electronic device. A moisture sensor may usecapacitance to measure relative humidity and include in itself, or as anexternal component, include a device to convert relative humiditymeasurements to absolute humidity measurements. “Capacitance”, for thepurposes of this disclosure, is the ability of a system to store anelectric charge, in this case the system is a parcel of air which may benear, adjacent to, or above a battery cell.

With continued reference to FIG. 1 , at least a sensor may includeelectrical sensors. An electrical sensor may be configured to measurevoltage across a component, electrical current through a component, andresistance of a component. Electrical sensors may include separatesensors to measure each of the previously disclosed electricalcharacteristics such as voltmeter, ammeter, and ohmmeter, respectively.One or more sensors may be communicatively coupled to at least a pilotcontrol, the manipulation of which, may constitute at least an aircraftcommand. Signals may include electrical, electromagnetic, visual, audio,radio waves, or another undisclosed signal type alone or in combination.At least a sensor communicatively connected to at least a pilot controlmay include a sensor disposed on, near, around or within at least pilotcontrol. At least a sensor may include a motion sensor. “Motion sensor”,for the purposes of this disclosure refers to a device or componentconfigured to detect physical movement of an object or grouping ofobjects. One of ordinary skill in the art would appreciate, afterreviewing the entirety of this disclosure, that motion may include aplurality of types including but not limited to: spinning, rotating,oscillating, gyrating, jumping, sliding, reciprocating, or the like. Atleast a sensor may include, torque sensor, gyroscope, accelerometer,torque sensor, magnetometer, inertial measurement unit (IMU), pressuresensor, force sensor, proximity sensor, displacement sensor, vibrationsensor, among others. At least a sensor may include a sensor suite whichmay include a plurality of sensors that may detect similar or uniquephenomena. For example, in a non-limiting embodiment, sensor suite mayinclude a plurality of accelerometers, a mixture of accelerometers andgyroscopes, or a mixture of an accelerometer, gyroscope, and torquesensor. The herein disclosed system and method may comprise a pluralityof sensors in the form of individual sensors or a sensor suite workingin tandem or individually. A sensor suite may include a plurality ofindependent sensors, as described herein, where any number of thedescribed sensors may be used to detect any number of physical orelectrical quantities associated with an aircraft power system or anelectrical energy storage system. Independent sensors may includeseparate sensors measuring physical or electrical quantities that may bepowered by and/or in communication with circuits independently, whereeach may signal sensor output to a control circuit such as a usergraphical interface. In an embodiment, use of a plurality of independentsensors may result in redundancy configured to employ more than onesensor that measures the same phenomenon, those sensors being of thesame type, a combination of, or another type of sensor not disclosed, sothat in the event one sensor fails, the ability to detect phenomenon ismaintained and in a non-limiting example, a user alter aircraft usagepursuant to sensor readings.

With continued reference to FIG. 1 , at least a flight component mayinclude wings, empennages, nacelles, control surfaces, fuselages, andlanding gear, among others, to name a few. In embodiments, an empennagemay be disposed at the aftmost point of an aircraft body 104. Empennagemay comprise a tail of aircraft 100, further comprising rudders,vertical stabilizers, horizontal stabilizers, stabilators, elevators,trim tabs, among others. At least a portion of empennage may bemanipulated directly or indirectly by pilot commands to impart controlforces on a fluid in which the aircraft 100 is flying. Manipulation ofthese empennage control surfaces may, in part, change an aircraft'sheading in pitch, roll, and yaw. Wings comprise may include structureswhich include airfoils configured to create a pressure differentialresulting in lift. Wings are generally disposed on a left and right sideof aircraft 100 symmetrically, at a point between nose and empennage.Wings may comprise a plurality of geometries in planform view, sweptswing, tapered, variable wing, triangular, oblong, elliptical, square,among others. Wings may be blended into the body of the aircraft such asin a BWB 104 aircraft 100 where no strong delineation of body and wingexists. A wing's cross section geometry may comprise an airfoil. An“airfoil” as used in this disclosure, is a shape specifically designedsuch that a fluid flowing on opposing sides of it exert differing levelsof pressure against the airfoil. In embodiments, a bottom surface of anaircraft can be configured to generate a greater pressure than does atop surface, resulting in lift. A wing may comprise differing and/orsimilar cross-sectional geometries over its cord length, e.g. lengthfrom wing tip to where wing meets the aircraft's body. One or more wingsmay be symmetrical about an aircraft's longitudinal plane, whichcomprises a longitudinal or roll axis reaching down a center of theaircraft through the nose and empennage, and the aircraft's yaw axis. Insome cases, wings may comprise controls surfaces configured to becommanded by a pilot and/or autopilot to change a wing's geometry andtherefore its interaction with a fluid medium. Flight component 108 mayinclude control surfaces. Control surfaces may include withoutlimitation flaps, ailerons, tabs, spoilers, and slats, among others. Insome cases, control surfaces may be disposed on wings in a plurality oflocations and arrangements. In some cases, control surfaces may bedisposed at leading and/or trailing edges of wings, and may beconfigured to deflect up, down, forward, aft, or any combinationthereof.

In some cases, flight component 108 may include a winglet. For thepurposes of this disclosure, a “winglet” is a flight componentconfigured to manipulate a fluid medium and is mechanically attached toa wing or aircraft and may alternatively called a “wingtip device.”Wingtip devices may be used to improve efficiency of fixed-wing aircraftby reducing drag. Although there are several types of wingtip deviceswhich function in different manners, their intended effect may be toreduce an aircraft's drag by partial recovery of tip vortex energy.Wingtip devices can also improve aircraft handling characteristics andenhance safety for aircraft 100. Such devices increase an effectiveaspect ratio of a wing without greatly increasing wingspan. Extendingwingspan may lower lift-induced drag but would increase parasitic dragand would require boosting the strength and weight of the wing. As aresult according to some aeronautic design equations, a maximum wingspanmade be determined above which no net benefit exits from furtherincreased span. There may also be operational considerations that limitthe allowable wingspan (e.g., available width at airport gates).

Wingtip devices, in some cases, may increase lift generated at wingtip(by smoothing airflow across an upper wing near the wingtip) and reducelift-induced drag caused by wingtip vortices, thereby improving alift-to-drag ratio. This increases fuel efficiency in powered aircraftand increases cross-country speed in gliders, in both cases increasingrange. U.S. Air Force studies indicate that a given improvement in fuelefficiency correlates directly and causally with increase in anaircraft's lift-to-drag ratio. The term “winglet” has previously beenused to describe an additional lifting surface on an aircraft, like ashort section between wheels on fixed undercarriage. An upward angle(i.e., cant) of a winglet, its inward or outward angle (i.e., toe), aswell as its size and shape are selectable design parameters which may bechosen for correct performance in a given application. A wingtip vortex,which rotates around from below a wing, strikes a cambered surface of awinglet, generating a force that angles inward and slightly forward. Awinglet's relation to a wingtip vortex may be considered analogous tosailboat sails when sailing to windward (i.e., close-hauled). Similar tothe close-hauled sailboat's sails, winglets may convert some of whatwould otherwise-be wasted energy in a wingtip vortex to an apparentthrust. This small contribution can be worthwhile over the aircraft'slifetime. Another potential benefit of winglets is that they may reducean intensity of wake vortices. Wake vortices may trail behind anaircraft 100 and pose a hazard to other aircraft. Minimum spacingrequirements between aircraft at airports are largely dictated byhazards, like those from wake vortices. Aircraft are classified byweight (e.g., “Light,” “Heavy,” and the like) often base upon vortexstrength, which grows with an aircraft's lift coefficient. Thus,associated turbulence is greatest at low speed and high weight, whichmay be produced at high angle of attack near airports. Winglets andwingtip fences may also increase efficiency by reducing vortexinterference with laminar airflow near wingtips, by moving a confluenceof low-pressure air (over wing) and high-pressure air (under wing) awayfrom a surface of the wing. Wingtip vortices create turbulence, whichmay originate at a leading edge of a wingtip and propagate backwards andinboard. This turbulence may delaminate airflow over a small triangularsection of an outboard wing, thereby frustrating lift in that area. Afence/winglet drives an area where a vortex forms upward away from awing surface, as the resulting vortex is repositioned to a top tip ofthe winglet.

With continued reference to FIG. 1 , aircraft 100 may include an energysource. Energy source may include any device providing energy to atleast a flight component 108, for example at least a propulsors. Energysource may include, without limitation, a generator, a photovoltaicdevice, a fuel cell such as a hydrogen fuel cell, direct methanol fuelcell, and/or solid oxide fuel cell, or an electric energy storagedevice; electric energy storage device may include without limitation abattery, a capacitor, and/or inductor. The energy source and/or energystorage device may include at least a battery, battery cell, and/or aplurality of battery cells connected in series, in parallel, or in acombination of series and parallel connections such as seriesconnections into modules that are connected in parallel with other likemodules. Battery and/or battery cell may include, without limitation, Liion batteries which may include NCA, NMC, Lithium iron phosphate(LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may bemixed with another cathode chemistry to provide more specific power ifthe application requires Li metal batteries, which have a lithium metalanode that provides high power on demand, Li ion batteries that have asilicon or titanite anode. In embodiments, the energy source may be usedto provide electrical power to an electric or hybrid propulsor duringmoments requiring high rates of power output, including withoutlimitation takeoff, landing, thermal de-icing and situations requiringgreater power output for reasons of stability, such as high turbulencesituations. In some cases, battery may include, without limitation abattery using nickel based chemistries such as nickel cadmium or nickelmetal hydride, a battery using lithium ion battery chemistries such as anickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithiumiron phosphate (LiFePO4), lithium cobalt oxide (LCO), and/or lithiummanganese oxide (LMO), a battery using lithium polymer technology,lead-based batteries such as without limitation lead acid batteries,metal-air batteries, or any other suitable battery. A person of ordinaryskill in the art, upon reviewing the entirety of this disclosure, willbe aware of various devices of components that may be used as an energysource.

With continued reference to FIG. 1 , in further nonlimiting embodiments,an energy source may include a fuel store. As used in this disclosure, a“fuel store” is an aircraft component configured to store a fuel. Insome cases, a fuel store may include a fuel tank. Fuel may include aliquid fuel, a gaseous fluid, a solid fuel, and fluid fuel, a plasmafuel, and the like. As used in this disclosure, a “fuel” may include anysubstance that stores energy. Exemplary non-limiting fuels includehydrocarbon fuels, petroleum-based fuels, synthetic fuels, chemicalfuels, Jet fuels (e.g., Jet-A fuel, Jet-B fuel, and the like),kerosene-based fuel, gasoline-based fuel, an electrochemical-based fuel(e.g., lithium-ion battery), a hydrogen-based fuel, natural gas-basedfuel, and the like. As described in greater detail below fuel store maybe located substantially within blended wing body 104 of aircraft 100,for example without limitation within a wing portion 212 of blended wingbody 108. Aviation fuels may include petroleum-based fuels, or petroleumand synthetic fuel blends, used to power aircraft 100. In some cases,aviation fuels may have more stringent requirements than fuels used forground use, such as heating and road transport. Aviation fuels maycontain additives to enhance or maintain properties important to fuelperformance or handling. Fuel may be kerosene-based (JP-8 and Jet A-1),for example for gas turbine-powered aircraft. Piston-engine aircraft mayuse gasoline-based fuels and/or kerosene-based fuels (for example forDiesel engines). In some cases, specific energy may be considered animportant criterion in selecting fuel for an aircraft 100. Liquid fuelmay include Jet-A. Presently Jet-A powers modern commercial airlinersand is a mix of extremely refined kerosene and burns at temperatures ator above 49° C. (120° F.). Kerosene-based fuel has a much higher flashpoint than gasoline-based fuel, meaning that it requires significantlyhigher temperature to ignite.

With continued reference to FIG. 1 , modular aircraft 100 may include anenergy source which may include a fuel cell. As used in this disclosure,a “fuel cell” is an electrochemical device that combines a fuel and anoxidizing agent to create electricity. In some cases, fuel cells aredifferent from most batteries in requiring a continuous source of fueland oxygen (usually from air) to sustain the chemical reaction, whereasin a battery the chemical energy comes from metals and their ions oroxides that are commonly already present in the battery, except in flowbatteries. Fuel cells can produce electricity continuously for as longas fuel and oxygen are supplied. In some cases, oxygen may be providedby way of ambient or atmospheric air. Alternatively or additionally, insome cases, aircraft 100 may additionally include at least an oxygentank configured to store oxygen for use with fuel cell. In some cases,oxygen may be stored within at least an oxygen tank in a gaseous state.

With continued reference to FIG. 1 , in some embodiments, fuel cells mayconsist of different types. Commonly a fuel cell consists of an anode, acathode, and an electrolyte that allows ions, often positively chargedhydrogen ions (protons), to move between two sides of the fuel cell. Atanode, a catalyst causes fuel to undergo oxidation reactions thatgenerate ions (often positively charged hydrogen ions) and electrons.Ions move from anode to cathode through electrolyte. Concurrently,electrons may flow from anode to cathode through an external circuit,producing direct current electricity. At cathode, another catalystcauses ions, electrons, and oxygen to react, forming water and possiblyother products. Fuel cells may be classified by type of electrolyte usedand by difference in startup time ranging from 1 second forproton-exchange membrane fuel cells (PEM fuel cells, or PEMFC) to 10minutes for solid oxide fuel cells (SOFC). In some cases, energy sourcemay include a related technology, such as flow batteries. Within a flowbattery fuel can be regenerated by recharging. Individual fuel cellsproduce relatively small electrical potentials, about 0.7 volts.Therefore, in some cases, fuel cells may be “stacked”, or placed inseries, to create sufficient voltage to meet an application'srequirements. In addition to electricity, fuel cells may produce water,heat and, depending on the fuel source, very small amounts of nitrogendioxide and other emissions. Energy efficiency of a fuel cell isgenerally between 40 and 90%.

Fuel cell may include an electrolyte. In some cases, electrolyte maydefine a type of fuel cell. Electrolyte may include any number ofsubstances like potassium hydroxide, salt carbonates, and phosphoricacid. Commonly a fuel cell is fueled by hydrogen. Fuel cell may featurean anode catalyst, like fine platinum powder, which breaks down fuelinto electrons and ions. Fuel cell may feature a cathode catalyst, oftennickel, which converts ions into waste chemicals, with water being themost common type of waste. A fuel cell may include gas diffusion layersthat are designed to resist oxidization.

With continued reference to FIG. 1 , aircraft 100 may include an energysource which may include a cell such as a battery cell, or a pluralityof battery cells making a battery module. An energy source may be aplurality of energy sources. The module may include batteries connectedin parallel or in series or a plurality of modules connected either inseries or in parallel designed to deliver both the power and energyrequirements of the application. Connecting batteries in series mayincrease the voltage of an energy source which may provide more power ondemand. High voltage batteries may require cell matching when high peakload is needed. As more cells are connected in strings, there may existthe possibility of one cell failing which may increase resistance in themodule and reduce the overall power output as the voltage of the modulemay decrease as a result of that failing cell. Connecting batteries inparallel may increase total current capacity by decreasing totalresistance, and it also may increase overall amp-hour capacity. Theoverall energy and power outputs of an energy source may be based on theindividual battery cell performance, or an extrapolation based on themeasurement of at least an electrical parameter. In an embodiment wherean energy source includes a plurality of battery cells, the overallpower output capacity may be dependent on the electrical parameters ofeach individual cell. If one cell experiences high self-discharge duringdemand, power drawn from an energy source may be decreased to avoiddamage to the weakest cell. An energy source may further include,without limitation, wiring, conduit, housing, cooling system and batterymanagement system. Persons skilled in the art will be aware, afterreviewing the entirety of this disclosure, of many different componentsof an energy source.

With continued reference to FIG. 1 , aircraft 100 may include multipleflight component 108 sub-systems, each of which may have a separateenergy source. For instance, and without limitation, one or more flightcomponents may have a dedicated energy source. Alternatively, oradditionally, a plurality of energy sources may each provide power totwo or more flight components 108, such as, without limitation, a “fore”energy source providing power to flight components located toward afront of an aircraft 100, while an “aft” energy source provides power toflight components located toward a rear of the aircraft 100. As afurther non-limiting example, a flight component of group of flightcomponents may be powered by a plurality of energy sources. For example,and without limitation, two or more energy sources may power one or moreflight components; two energy sources may include, without limitation,at least a first energy source having high specific energy density andat least a second energy source having high specific power density,which may be selectively deployed as required for higher-power andlower-power needs. Alternatively, or additionally, a plurality of energysources may be placed in parallel to provide power to the same singlepropulsor or plurality of propulsors 10S. Alternatively, oradditionally, two or more separate propulsion subsystems may be joinedusing intertie switches (not shown) causing the two or more separatepropulsion subsystems to be treatable as a single propulsion subsystemor system, for which potential under load of combined energy sources maybe used as the electric potential. Persons skilled in the art, uponreviewing the entirety of this disclosure, will be aware of variouscombinations of energy sources that may each provide power to single ormultiple propulsors in various configurations.

With continued reference to FIG. 1 , aircraft 100 may include a flightcomponent 108 that includes at least a nacelle. For the purposes of thisdisclosure, a “nacelle” is a streamlined body housing, which is sizedaccording to that which is houses, such as without limitation an engine,a fuel store, or a flight component. When attached by a pylon entirelyoutside an airframe 104 a nacelle may sometimes be referred to as a pod,in which case an engine within the nacelle may be referred to as apodded engine. In some cases an aircraft cockpit may also be housed in anacelle, rather than in a conventional fuselage. At least a nacelle maysubstantially encapsulate a propulsor, which may include a motor or anengine. At least a nacelle may be mechanically connected to at least aportion of aircraft 100 partially or wholly enveloped by an outer moldline of the aircraft 100. At least a nacelle may be designed to bestreamlined. At least a nacelle may be asymmetrical about a planecomprising the longitudinal axis of the engine and the yaw axis ofmodular aircraft 100.

With continued reference to FIG. 1 , a flight component may include apropulsor. A “propulsor,” as used herein, is a component or device usedto propel a craft by exerting force on a fluid medium, which may includea gaseous medium such as air or a liquid medium such as water. For thepurposes of this disclosure, “substantially encapsulate” is the state ofa first body (e.g., housing) surrounding all or most of a second body. Amotor may include without limitation, any electric motor, where anelectric motor is a device that converts electrical energy intomechanical work for instance by causing a shaft to rotate. A motor maybe driven by direct current (DC) electric power; for instance, a motormay include a brushed DC motor or the like. A motor may be driven byelectric power having varying or reversing voltage levels, such asalternating current (AC) power as produced by an alternating currentgenerator and/or inverter, or otherwise varying power, such as producedby a switching power source. A motor may include, without limitation, abrushless DC electric motor, a permanent magnet synchronous motor, aswitched reluctance motor, and/or an induction motor; persons skilled inthe art, upon reviewing the entirety of this disclosure, will be awareof various alternative or additional forms and/or configurations that amotor may take or exemplify as consistent with this disclosure. Inaddition to inverter and/or switching power source, a circuit drivingmotor may include electronic speed controllers or other components forregulating motor speed, rotation direction, torque, and/or dynamicbraking. Motor may include or be connected to one or more sensorsdetecting one or more conditions of motor; one or more conditions mayinclude, without limitation, voltage levels, electromotive force,current levels, temperature, current speed of rotation, positionsensors, and the like. For instance, and without limitation, one or moresensors may be used to detect back-EMF, or to detect parameters used todetermine back-EMF, as described in further detail below. One or moresensors may include a plurality of current sensors, voltage sensors, andspeed or position feedback sensors. One or more sensors may communicatea current status of motor to a flight controller and/or a computingdevice; computing device may include any computing device as describedin this disclosure, including without limitation, a flight controller.

With continued reference to FIG. 1 , a motor may be connected to athrust element. Thrust element may include any device or component thatconverts mechanical work, for example of a motor or engine, into thrustin a fluid medium. Thrust element may include, without limitation, adevice using moving or rotating foils, including without limitation oneor more rotors, an airscrew or propeller, a set of airscrews orpropellers such as contra-rotating propellers or co-rotating propellers,a moving or flapping wing, or the like. Thrust element may includewithout limitation a marine propeller or screw, an impeller, a turbine,a pump-jet, a paddle or paddle-based device, or the like. Thrust elementmay include a rotor. Persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of various devices that maybe used as thrust element. A thrust element may include any device orcomponent that converts mechanical energy (i.e., work) of a motor, forinstance in form of rotational motion of a shaft, into thrust within afluid medium. As another non-limiting example, a thrust element mayinclude an eight-bladed pusher propeller, such as an eight-bladedpropeller mounted behind the engine to ensure the drive shaft is incompression.

With continued reference to FIG. 1 , in nonlimiting embodiments, flightcomponent 108 may include an airbreathing engine such as a jet engine,turbojet engine, turboshaft engine, ramjet engine, scramjet engine,hybrid propulsion system, turbofan engine, or the like. Flight component108 may be fueled by any fuel described in this disclosure, for instancewithout limitation Jet-A, Jet-B, diesel fuel, gasoline, or the like. Innonlimiting embodiments, a jet engine is a type of reaction enginedischarging a fast-moving jet that generates thrust by jet propulsion.While this broad definition can include rocket, water jet, and hybridpropulsion, the term jet engine, in some cases, refers to an internalcombustion airbreathing jet engine such as a turbojet, turbofan, ramjet,or pulse jet. In general, jet engines are internal combustion engines.As used in this disclosure, a “combustion engine” is a mechanical devicethat is configured to convert mechanical work from heat produced bycombustion of a fuel. In some cases, a combustion engine may operateaccording to an approximation of a thermodynamic cycle, such as withoutlimitation a Carnot cycle, a Cheng cycle, a Combined cycle, a Braytoncycle, an Otto cycle, an Allam power cycle, a Kalina cycle, a Rankinecycle, and/or the like. In some cases, a combustion engine may includean internal combustion engine. An internal combustion engine may includeheat engine in which combustion of fuel occurs with an oxidizer (usuallyair) in a combustion chamber that comprises a part of a working fluidflow circuit. Exemplary internal combustion engines may withoutlimitation a reciprocating engine (e.g., 4-stroke engine), a combustionturbine engine (e.g., jet engines, gas turbines, Brayton cycle engines,and the like), a rotary engine (e.g., Wankel engines), and the like. Innonlimiting embodiments, airbreathing jet engines feature a rotating aircompressor powered by a turbine, with leftover power providing thrustthrough a propelling nozzle—this process may be known as a Braytonthermodynamic cycle. Jet aircraft may use such engines for long-distancetravel. Early jet aircraft used turbojet engines that were relativelyinefficient for subsonic flight. Most modern subsonic jet aircraft usemore complex high-bypass turbofan engines. In some cases, they givehigher speed and greater fuel efficiency than piston and propelleraeroengines over long distances. A few air-breathing engines made forhighspeed applications (ramjets and scramjets) may use a ram effect ofaircraft's speed instead of a mechanical compressor. An airbreathing jetengine (or ducted jet engine) may emit a jet of hot exhaust gases formedfrom air that is forced into the engine by several stages ofcentrifugal, axial or ram compression, which is then heated and expandedthrough a nozzle. In some cases, a majority of mass flow through anairbreathing jet engine may be provided by air taken from outside of theengine and heated internally, using energy stored in the form of fuel.In some cases, a jet engine may include are turbofans. Alternativelyand/or additionally, jet engine may include a turbojets. In some cases,a turbofan may use a gas turbine engine core with high overall pressureratio (e.g., 40:1) and high turbine entry temperature (e.g., about 1800K) and provide thrust with a turbine-powered fan stage. In some cases,thrust may also be at least partially provided by way of pure exhaustthrust (as in a turbojet engine). In some cases, a turbofan may have ahigh efficiency, relative to a turbojet. In some cases, a jet engine mayuse simple ram effect (e.g., ramjet) or pulse combustion (e.g.,pulsejet) to give compression. Persons skilled in the art, uponreviewing the entirety of this disclosure, will be aware of variousdevices that may be used as a thrust element.

With continued reference to FIG. 1 , an aircraft 100 may include aflight controller. As used in this disclosure, a “flight controller” isa device that generates signals for controlling at least a flightcomponent 108 of an aircraft 100. In some cases, a flight controllerincludes electronic circuitry, such as without limitation a digitalsignal processor (DSP), an application-specific integrated circuit(ASIC), and/or a computing device. Flight controller may use sensorfeedback to calculate performance parameters of motor, including withoutlimitation a torque versus speed operation envelope. Persons skilled inthe art, upon reviewing the entirety of this disclosure, will be awareof various devices and/or components that may be used as or included ina motor or a circuit operating a motor, as used and described in thisdisclosure.

With continued reference to FIG. 1 , computing device may include anycomputing device as described in this disclosure, including withoutlimitation a microcontroller, microprocessor, digital signal processor(DSP) and/or system on a chip (SoC) as described in this disclosure.Computing device may include, be included in, and/or communicate with amobile device such as a mobile telephone or smartphone. Computing devicemay include a single computing device operating independently, or mayinclude two or more computing device operating in concert, in parallel,sequentially or the like; two or more computing devices may be includedtogether in a single computing device or in two or more computingdevices. Computing device may interface or communicate with one or moreadditional devices as described below in further detail via a networkinterface device. Network interface device may be utilized forconnecting computing device to one or more of a variety of networks, andone or more devices. Examples of a network interface device include, butare not limited to, a network interface card (e.g., a mobile networkinterface card, a LAN card), a modem, and any combination thereof.Examples of a network include, but are not limited to, a wide areanetwork (e.g., the Internet, an enterprise network), a local areanetwork (e.g., a network associated with an office, a building, a campusor other relatively small geographic space), a telephone network, a datanetwork associated with a telephone/voice provider (e.g., a mobilecommunications provider data and/or voice network), a direct connectionbetween two computing devices, and any combinations thereof. A networkmay employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, softwareetc.) may be communicated to and/or from a computer and/or a computingdevice. Computing device may include but is not limited to, for example,a computing device or cluster of computing devices in a first locationand a second computing device or cluster of computing devices in asecond location. Computing device may include one or more computingdevices dedicated to data storage, security, distribution of traffic forload balancing, and the like. Computing device may distribute one ormore computing tasks as described below across a plurality of computingdevices of computing device, which may operate in parallel, in series,redundantly, or in any other manner used for distribution of tasks ormemory between computing devices. Computing device may be implementedusing a “shared nothing” architecture in which data is cached at theworker, in an embodiment, this may enable scalability of system 100and/or computing device.

With continued reference to FIG. 1 , computing device may be designedand/or configured to perform any method, method step, or sequence ofmethod steps in any embodiment described in this disclosure, in anyorder and with any degree of repetition. For instance, computing devicemay be configured to perform a single step or sequence repeatedly untila desired or commanded outcome is achieved; repetition of a step or asequence of steps may be performed iteratively and/or recursively usingoutputs of previous repetitions as inputs to subsequent repetitions,aggregating inputs and/or outputs of repetitions to produce an aggregateresult, reduction or decrement of one or more variables such as globalvariables, and/or division of a larger processing task into a set ofiteratively addressed smaller processing tasks. Computing device mayperform any step or sequence of steps as described in this disclosure inparallel, such as simultaneously and/or substantially simultaneouslyperforming a step two or more times using two or more parallel threads,processor cores, or the like; division of tasks between parallel threadsand/or processes may be performed according to any protocol suitable fordivision of tasks between iterations. Persons skilled in the art, uponreviewing the entirety of this disclosure, will be aware of various waysin which steps, sequences of steps, processing tasks, and/or data may besubdivided, shared, or otherwise dealt with using iteration, recursion,and/or parallel processing.

Referring now to FIG. 2 , an exemplary top-down diagram of an exemplaryblended wing aircraft 200 is illustrated. Aircraft 200 may include ablended wing body 204. As described above, a blended wing body (BWB) isa fixed-wing aircraft body having no clear demarcation between wings anda main body of the aircraft. For example, a BWB 204 aircraft may havedistinct wing and body structures, which are smoothly blended togetherwith no clear dividing line or boundary feature between wing andfuselage. As used in this disclosure, a “transitional” portion ofblended wing body 204 is the portion of the blended wing body 204 thatincludes the aircraft body between wing and a main body.

With continued reference to FIG. 2 , aircraft 200 may include at least apropulsor 208 a-b mechanically affixed to the aircraft 200. In somecases, at least a propulsor 208 a-b may be configured to propel aircraft200. Propulsor may include any propulsor described in this disclosure,for example with reference to FIG. 1 . In some embodiments, at least apropulsor 208 a-b may include at least a combustion engine that burnsfirst fuel and produces mechanical work. Resulting mechanical work maybe used to power at least a propulsor 208 a-b. In some embodiments, atleast a propulsor 208 a-b may include at least an electric motoroperatively connected with fuel cell 216. Propulsor 208 a-b may beoperatively connected to fuel cell 216 by way of electricalcommunication, for example through one or more conductors. In somecases, at least a fuel cell 216 may be configured to power at least anelectric motor of propulsor 208 a-b. In some embodiments, at least apropulsor 208 a-b may include both a combustion engine and an electricmotor.

With continued reference to FIG. 2 , aircraft 200 may include at least afirst fuel store 212 a-b. At least a first fuel store 212 a-b may beconfigured to store a first fuel. First fuel may include any fuel taughtin this disclosure, for example without limitation liquid hydrogen,liquid natural gas, gasoline-based fuels, kerosene-based fuels and thelike. In some embodiments, first fuel store 212 a-b may be at leastpartially located within a transitional portion of blended wing body204. According to some embodiments, first fuel store may be configuredto store one or more of liquid hydrogen and natural gas. For example,although weight energy density of liquid hydrogen is high, volume energydensity of liquid hydrogen is lower than conventional aviation fuels.For this reason, in some cases, fuel store 212 a-b may be located withina transitional portion of blended wing body 204 as greater volume forstorage is available here, for example when compared to a wing portion.In some cases, liquid nitrogen may need to be stored at extremely coldtemperatures, for instance without limitation at a temperature below−252° C. As liquid hydrogen warms it boils off and is lost. As a result,boil off rate is considered when employing liquid hydrogen as a fuel. Insome cases, first fuel store 212, or any fuel store containing liquidhydrogen, may be heavily insulated. For example, in some cases, fuelstore may include an inner wall and an outer wall with a vacuum chamberdisposed between the inner wall and the outer wall. Vacuum within vacuumchamber prevents convective and conductive heat loss between inner andouter wall, so that substantially only radiative heat transfer may bepossible between the two walls dramatically slowing heat transfer (andheating). Alternatively or additionally, in some cases, an Insulationmay be located between inner wall and outer wall of fuel store.Exemplary non-limiting insulations include high loft materials, silicaaerogel, polyurethane, polystyrene, fiberglass, and the like. In somecases, a reflective material may be used within a wall of fuel store toslow radiative heat transfer, for example without limitation metallicmaterials with high polish like foil.

In some cases, a voluminous fuel store 212 a-b, for instance locatedwithin a transitional portion of blended wing body 204, may beadvantageous for liquid hydrogen (or liquid natural gas) storage as itslows a rate of temperature rise of fuel. For instance, heat transfer isa function of surface area of fuel store and may be understood accordingto Newton's Law of Cooling. Whereas, thermal compliance is a function ofmass (volume multiplied by density). As a fuel store increases in size,its volume increases more than surface area. This phenomenon may beunderstood as square-cube law, stated thus when an object undergoes aproportional increase in size, its new surface area is proportional tothe square of the multiplier and its new volume is proportional to thecube of the multiplier. For example, imagine a cubic fuel storeincreases from a first length, l₁, to a second length, l₂. An area offuel store may increase thus:

$A_{2} = {A_{1}\left( \frac{l_{2}}{l_{1}} \right)}^{2}$and, a volume of fuel store increases thus

$V_{2} = {V_{1}\left( \frac{l_{2}}{l_{1}} \right)}^{3}$where A₁ is first surface area, A₂ is second surface area, V₁ is firstvolume, and V₂ is second volume. For example, a cube with a side lengthof 1 meter has a surface area of 6 m² and a volume of 1 m³. Ifdimensions of cube were multiplied by 2, its surface area would bemultiplied by the square of 2 and become 24 m². Its volume would bemultiplied by cube of 2 and become 8 m³. The original cube (1 m sides)has a surface area to volume ratio of 6:1. The larger (2 m sides) cubehas a surface area to volume ratio of (24/8) 3:1. As dimensionsincrease, volume will continue to grow faster than surface area.Square-cube principle applies to all solids, not just cubes.

With continued reference to FIG. 2 , aircraft 200 may include at least afuel cell 216. In some cases, at least a fuel cell 216 may be configuredto combine first fuel with an oxidizing agent, such as oxygen to produceelectricity. At least a fuel cell 216 may include any fuel celldescribed in this disclosure, including without limitation withreference to FIG. 1 above.

Still referring to FIG. 2 , in some embodiments aircraft 200 mayadditionally include an auxiliary power system 220 operatively connectedwith at least a fuel cell 216. As used in this disclosure, an “auxiliarypower system” is a power system, such as without limitation anelectrical circuit or mechanical power source, that provides electricalenergy to non-propulsor flight components of an aircraft. Exemplarynon-limiting non-propulsor flight component include an avionic system, aflight control system, an environmental control system, and anti-icesystem, a lighting system, a fuel system, a braking system, and/or alanding gear system. Auxiliary power system 220 may be operativelyconnected to fuel cell 216 by way of electrical communication, forexample through one or more conductors. In some cases, at least a fuelcell 216 may be configured to power auxiliary power system 220. In somecases, auxiliary power system 220 may include a motor configured toconvert electric energy to mechanical work. In some cases, motor may beused to operate a compressor, for instance of air conditioning orrefrigeration system. In some cases, auxiliary power system 220 mayinclude a motor that is configured to start a combustion engine of atleast a propulsor 208 a-b.

Still referring to FIG. 2 , in some embodiments, aircraft 200 mayadditionally include a second fuel store 224 a-b. In some cases, secondfuel store 224 a-b may be configured to store a second fuel. In somecases, second fuel may be different than a first fuel. Second fuel mayinclude any fuel described in this disclosure, including withoutlimitation kerosene-based fuels. In some cases, at least a propulsor 208a-b may include at least a combustion engine configured to burn secondfuel thereby producing mechanical work, which is used to power the atleast a propulsor 208 a-b.

Still referring to FIG. 2 , in some embodiments, one or more of firstfuel store 212 a-b and second fuel store 224 a-b may include at least afuel environment control mitigation. As used in this disclosure, a “fuelenvironment mitigation” is any design parameter selected to control anenvironmental factor associated with fuel within a fuel store. In somecases, fuel environment control mitigation may include a designparameter that affects one or more of fuel pressure, fuel temperature,fuel phase, and the like. For example, in some cases, a fuel environmentcontrol mitigation may include insulation to control fuel temperature.Additionally or alternatively, in some cases, fuel environment controlmitigation may include a pressure vessel within which fuel pressure maybe controlled.

Referring now to FIG. 3 , a method 300 of use for a blended wing bodyaircraft with a fuel cell is illustrated by way of a flow diagram. Atstep 305, method 300 may include storing a first fuel, using at least afirst fuel store. First fuel may include any fuel described in thisdisclosure, for example with reference to FIGS. 1-2 . First fuel storemay include any fuel store described in this disclosure, for examplewith reference to FIGS. 1-2 . In some embodiments, first fuel mayinclude one or more of liquid hydrogen and natural gas. In someembodiments, first fuel store may be at least partially located within atransitional portion of blended wing body. In some embodiments, firstfuel store may include at least a fuel environment control mitigation.

With continued reference to FIG. 3 , at step 310, method 300 may includecombining first fuel with an oxidizing agent to produce electricity,using at least a fuel cell. Fuel cell may include any fuel celldescribed in this disclosure, for example with reference to FIGS. 1-2 .Oxidizing agent may include any oxidizing agent, such as withoutlimitation oxygen, described in this disclosure, for example withreference to FIGS. 1-2 .

With continued reference to FIG. 3 , at step 315, method 300 may includestoring a second fuel store, using at least a second fuel store locatedwithin a wing portion of the blended wing body. At least a second fuelstore may include any fuel store described in this disclosure, includingwith reference to FIGS. 1-2 . In some embodiments, second fuel mayinclude one or more of a gasoline based fuel and a kerosene based fuel.

With continued reference to FIG. 3 , at step 320, method 300 may includepropelling aircraft, using at least a propulsor mechanically affixed tothe aircraft, wherein the aircraft has a blended wing body. Propulsormay include any propulsor described in this disclosure, for example withreference to FIGS. 1-2 . Blended wing body may include any blended wingbody described in this disclosure, for example with reference to FIGS.1-2 .

Still referring to FIG. 3 , in some embodiments, method 300 mayadditionally include burning, using at least a combustion engine of atleast a propulsor, second fuel, and producing, using the at least acombustion engine, mechanical work which is used to power the at least apropulsor. Combustion engine may include any combustion engine describedin this disclosure, for example with reference to FIGS. 1-2 .

Still referring to FIG. 3 , in some embodiments, method 300 mayadditionally include powering, using at least a fuel cell, at least anelectric motor of at least a propulsor, operatively connected with theat least a fuel cell. Electric motor may include any electric motordescribed in this disclosure, for example with reference to FIGS. 1-2 .

Still referring to FIG. 3 , in some embodiments, method 300 mayadditionally include burning, using at least a combustion engine of atleast a propulsor, second fuel; producing, using the at least acombustion engine, mechanical work which is used to power the at least apropulsor; and powering, using at least a fuel cell, at least anelectric motor of the at least a propulsor, operatively connected withthe at least a fuel cell.

Still referring to FIG. 3 , in some embodiments, method 300 mayadditionally include powering, using at least a fuel cell, an auxiliarypower system operatively connected with the at least a fuel cell.Auxiliary power system may include any auxiliary power system describedin this disclosure, for example with reference to FIGS. 1-2 . In somecases, method 300 may further include powering, using auxiliary powersystem, one or more of an avionic system, a flight control system, anenvironmental control system, and anti-ice system, a lighting system, afuel system, a braking system, and a landing gear system.

Still referring to FIG. 3 , in some embodiments, method 300 mayadditionally include storing, using a second fuel store, a second fuel,burning, using at least a combustion engine of at least a propulsor, thesecond fuel, and producing, using the at least a combustion engine,mechanical work which is used to power the at least a propulsor. Secondfuel may include any fuel described in this disclosure, for example withreference to FIGS. 1-2 .

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random-access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 4 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 400 withinwhich a set of instructions for causing a control system to perform anyone or more of the aspects and/or methodologies of the presentdisclosure may be executed. It is also contemplated that multiplecomputing devices may be utilized to implement a specially configuredset of instructions for causing one or more of the devices to performany one or more of the aspects and/or methodologies of the presentdisclosure. Computer system 400 includes a processor 404 and a memory408 that communicate with each other, and with other components, via abus 412. Bus 412 may include any of several types of bus structuresincluding, but not limited to, a memory bus, a memory controller, aperipheral bus, a local bus, and any combinations thereof, using any ofa variety of bus architectures.

Processor 404 may include any suitable processor, such as withoutlimitation a processor incorporating logical circuitry for performingarithmetic and logical operations, such as an arithmetic and logic unit(ALU), which may be regulated with a state machine and directed byoperational inputs from memory and/or sensors; processor 404 may beorganized according to Von Neumann and/or Harvard architecture as anon-limiting example. Processor 404 may include, incorporate, and/or beincorporated in, without limitation, a microcontroller, microprocessor,digital signal processor (DSP), Field Programmable Gate Array (FPGA),Complex Programmable Logic Device (CPLD), Graphical Processing Unit(GPU), general purpose GPU, Tensor Processing Unit (TPU), analog ormixed signal processor, Trusted Platform Module (TPM), a floating-pointunit (FPU), and/or system on a chip (SoC).

Memory 408 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 416 (BIOS), including basic routines that help totransfer information between elements within computer system 400, suchas during start-up, may be stored in memory 408. Memory 408 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 420 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 408 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 400 may also include a storage device 424. Examples of astorage device (e.g., storage device 424) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 424 may be connected to bus 412 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and anycombinations thereof. In one example, storage device 424 (or one or morecomponents thereof) may be removably interfaced with computer system 400(e.g., via an external port connector (not shown)). Particularly,storage device 424 and an associated machine-readable medium 428 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 400. In one example, software 420 may reside, completelyor partially, within machine-readable medium 428. In another example,software 420 may reside, completely or partially, within processor 404.

Computer system 400 may also include an input device 432. In oneexample, a user of computer system 400 may enter commands and/or otherinformation into computer system 400 via input device 432. Examples ofan input device 432 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 432may be interfaced to bus 412 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 412, and any combinations thereof. Input device 432 mayinclude a touch screen interface that may be a part of or separate fromdisplay 436, discussed further below. Input device 432 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 400 via storage device 424 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 440. A network interfacedevice, such as network interface device 440, may be utilized forconnecting computer system 400 to one or more of a variety of networks,such as network 444, and one or more remote devices 448 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 444,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 420,etc.) may be communicated to and/or from computer system 400 via networkinterface device 440.

Computer system 400 may further include a video display adapter 452 forcommunicating a displayable image to a display device, such as displaydevice 436. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 452 and display device 436 may be utilized incombination with processor 404 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system 400 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 412 via a peripheral interface 456. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve methods,systems, and software according to the present disclosure. Accordingly,this description is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. A blended wing body aircraft with a fuel cell,the aircraft comprising: a blended wing body aircraft; at least a firstfuel store located within a transitional portion of the blended wingbody aircraft and configured to store a first fuel, wherein the at leasta first fuel store comprises a fuel environment mitigation configured toregulate the temperature and pressure of the first fuel, wherein thefuel environment mitigation comprises an insulation, wherein theinsulation comprises a vacuum chamber disposed between an inner wall ofthe at least a first fuel store and an outer wall of the at least afirst fuel store, and a pressure vessel wherein the pressure vessel isfurther configured to control fuel pressure; at least a fuel cellconfigured to combine the first fuel with oxygen to produce electricity;at least a second fuel store located within the blended wing bodyaircraft and configured to store a second fuel wherein the at least asecond fuel store comprises a second environment mitigation configuredto regulate the temperature and pressure of the second fuel, wherein thesecond fuel environment mitigation comprises a second insulation,wherein the second insulation comprises a second vacuum chamber disposedbetween an inner wall of the at least a second fuel store and an outerwall of the at least a second fuel store, and a second pressure vesselwherein the second pressure vessel is further configured to control asecond fuel pressure; an auxiliary power system operatively connectedwith the at least a fuel cell, wherein the at least a fuel cell isconfigured to power the auxiliary power system, wherein the auxiliarypower system is configured to power an anti-ice system and a brakingsystem while in flight; at least a propulsor mechanically affixed to anupper aft surface of the blended wing body aircraft and configured topropel the blended wing body aircraft; and at least a nacelle configuredto encapsulate the at least a propulsor.
 2. The aircraft of claim 1,wherein the first fuel comprises one or more of liquid hydrogen andnatural gas.
 3. The aircraft of claim 1, wherein the second fuelcomprises one or more of a kerosene based fuel and a gasoline basedfuel.
 4. The aircraft of claim 1, wherein the at least a propulsorcomprises at least a combustion engine that burns the second fuel andproduces mechanical work which is used to power the at least apropulsor.
 5. The aircraft of claim 1, wherein the at least a propulsorcomprises at least an electric motor operatively connected with the atleast a fuel cell, and wherein the at least a fuel cell is configured topower the at least an electric motor.
 6. The aircraft of claim 1,wherein the at least a propulsor comprises: at least a combustion enginethat burns the second fuel and produces mechanical work which is used topower the at least a propulsor; and at least an electric motoroperatively connected with the at least a fuel cell; and wherein the atleast a fuel cell is configured to power the at least an electric motor.7. The aircraft of claim 1, wherein the auxiliary power system isconfigured to power one or more of an avionic system, a flight controlsystem, an environmental control system, a lighting system, a fuelsystem, a braking system, and a landing gear system.
 8. The aircraft ofclaim 1, wherein the at least a propulsor comprises a combustion engineand the auxiliary power system is further configured to start theinternal combustion engine.
 9. The aircraft of claim 1, wherein the atleast a second fuel store is located within a wing portion of theblended wing body.
 10. A method of use of a blended wing body aircraftwith a fuel cell, the method comprising: storing a first fuel, using atleast a first fuel store located within a transitional portion of ablended wing body of the blended wing body aircraft, wherein the atleast a first fuel store comprises a fuel environment mitigationconfigured to regulate the temperature and pressure of the first fuel,wherein the fuel environment mitigation comprises an insulation, whereinthe insulation comprises a vacuum chamber disposed between an inner wallof the at least a first fuel store and an outer wall of the at least afirst fuel store, and a pressure vessel wherein the pressure vessel isfurther configured to control fuel pressure; combining the first fuelwith oxygen to produce electricity, using at least a fuel cell; storinga second fuel, using at least a second fuel store located within theblended wing body, wherein the at least a second fuel store comprises asecond environment mitigation configured to regulate the temperature ofthe second fuel, wherein the second fuel environment mitigationcomprises a second insulation, wherein the second insulation comprises asecond vacuum chamber disposed between an inner wall of the at least asecond fuel store and an outer wall of the at least a second fuel store,and a second pressure vessel wherein the second pressure vessel isfurther configured to control a second fuel pressure; powering, usingthe at least a fuel cell, an auxiliary power system operativelyconnected with the at least a fuel cell, wherein the auxiliary powersystem is configured to power an anti-ice system and a braking systemwhile in flight; and propelling the blended wing body aircraft, using atleast a propulsor mechanically affixed to an upper aft surface theblended wing body aircraft, wherein the at least a propulsor isencapsulated by at least a nacelle.
 11. The method of claim 10, whereinthe first fuel comprises one or more of liquid hydrogen and natural gas.12. The method of claim 10, wherein the second fuel comprises one ormore of a kerosene based fuel and a gasoline based fuel.
 13. The methodof claim 10, further comprising: burning, using at least a combustionengine of the at least a propulsor, the second fuel; and producing,using the at least a combustion engine, mechanical work which is used topower the at least a propulsor.
 14. The method of claim 10, furthercomprising: powering, using the at least a fuel cell, at least anelectric motor of the at least a propulsor, operatively connected withthe at least a fuel cell.
 15. The method of claim 10, furthercomprising: burning, using at least a combustion engine of the at leasta propulsor, the second fuel; producing, using the at least a combustionengine, mechanical work which is used to power the at least a propulsor;and powering, using the at least a fuel cell, at least an electric motorof the at least a propulsor, operatively connected with the at least afuel cell.
 16. The method of claim 10, further comprising: powering,using the auxiliary power system, one or more of an avionic system, aflight control system, an environmental control system, a lightingsystem, a fuel system, a braking system, and a landing gear system. 17.The method of claim 10, further comprising: starting, using theauxiliary power unit, a combustion engine of the at least a propulsor.18. The method of claim 10, wherein the at least a second fuel store islocated within a wing portion of the blended wing body.